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NAVIGATION ON THE DELAWARE. - In 1786 Camden was not much more than a scattering of ferrymen’s houses on the shore, and farm mansions a little farther back; but such members of its scanty population as were on the river-front on the 20th of July of that year joined with the spectators from the Philadelphia side in witnessing the first attempt made anywhere in the world, there is reason to believe, to propel a boat by means of a steam-engine. The inventor and experimenter was John Fitch, born in Connecticut in January, 1743, a clock-maker by trade, who, after failing as a potash manufacturer, armorer to the State of New Jersey, sutler in Washington’s army, land speculator in Kentucky and surveyor in Pennsylvania, conceived the notion of driving a wagon on land or a boat on the water by steam, although at that time, April, 1785, he knew nothing of the invention of the steam-engine, but had noticed the expansive power of steam. He was then living in Bucks County, Pa., and made a model with brass machinery which worked so well when he tried it on a small stream on Joseph Longstreth’s farm, in Southampton township, that in August he brought it to Philadelphia, where ex-Congressman William C. Houston, of New Jersey, and Provost John Ewing, of the University of Pennsylvania, saw it and were convinced of its practicability. Fitch sought encouragement from Congress and from the Legislatures of New Jersey, Pennsylvania and Maryland, all of which refused him any money; but New Jersey generously granted him for fourteen years the exclusive right of making and using every kind of boat or water-craft which might be urged or propelled by the force of fire or steam in the waters of the State.
However, he persuaded twenty men, among whom was Richard Stockton, to take a share each in a stock company which he formed, each subscriber paying about twenty dollars down, and with this fund he started to build a steam-boat, having first engaged as assistant machinist Henry Voight, a Philadelphia clock-maker, who was willing to accept stock in payment of his services. At their second attempt they turned out an engine with a cylinder three inches in diameter, and placing it in a small skiff, they went out on July 20, 1786, to navigate the Delaware.
The diminutive craft was tried with paddles fitted on an endless chain, with what Fitch called in his journal "a screw of paddles," with a screw propeller and with side-wheels turned by the chain, but it would not respond to any of these devices satisfactorily, and this experiment was a failure. That night he thought of substituting a crank for the chain movement applied to the oars or paddles. On July 27th the skiff was moved with this mechanism, and Fitch’s financial backers were sufficiently assured of the success of his invention, that during the winter of 1786 -87 they provided him with the means for building an engine with a twelve-inch cylinder and a boat forty-five feet long and twelve feet beam. August 22, 1787, saw the fruition of his labors, for then the boat steamed along the river-front in the presence of many members of the convention which framed the Federal Constitution, and within a short time Governor Randolph, David Rittenhouse, Dr. John Ewing and Andrew Ellicott attested over their signatures his success, Rittenhouse writing that he had been "on board when the boat was worked against both wind and tide, with considerable velocity, by the force of steam only."
Fitch had to defend his rights against the claims of James Rumsey, of Virginia, to priority of invention of the steamboat, but on April 23, 1791, he was granted his patent. Meanwhile he fixed his old machinery in a boat eight feet beam and sixty foot long, and changed his paddles from the sides to the stern of the boat, and in July, 1798, set out for Burlington. After making that port the boiler leaked so that no steam could be raised, and the boat was suffered to drift back with the tide. On October 12th the boat ran to Burlington, twenty-three miles distant, in three hours and ten minutes, with thirty passengers and against a tide setting two miles an hour. In March, 1789, Fitch built an engine with an eighteen-inch cylinder, and with a new boat the run to Trenton was made at a speed of eight miles an hour on May 11, 1790. On June 14th the "steamboat" was advertised as "ready to take passengers from Arch Street ferry every Monday, Wednesday and Friday for Burlington, Bristol, Bordentown and Trenton, to return on Tuesdays, Thursdays and Saturdays.
Price for passage, 2s 6d., to Burlington and Bristol; 3s. 9d. to Bordentown; 5s to Trenton." Trips were also made across to Camden during the summer, and to the Schuylkill, Chester and Wilmington. A still larger boat, to be called the "Perseverance," was planned, but was destroyed by a storm before completion, and Fitch, becoming involved in pecuniary troubles, left this neighborhood, going to Kentucky, where he had purchased lands. His death occurred at Bardstown, Ky., July 2, 1798.
The next steamer was seen on the Delaware in the summer of 1797. The engine was built near Bordentown by Sam Morey, of Connecticut, and the boat had paddle-wheels at the sides. In 1804 Oliver Evans, the Philadelphia inventor, constructed a machine for cleaning docks at his shops in that city, placed it upon wheels connected with the engine, propelled it to the Schuylkill, there attached a stern-wheel, launched it and steamed around to the Delaware and up to Beverly, returning to the city the next day. In 1807 Robert L. Stevens brought around by sea the steamboat "Phoenix," which had been built at Hoboken by John C. Stevens, and in 1809 this boat was making regular trips to Bordentown, in charge of Captain Moses Rodgers. New York passengers were taken by stage from Bordentown to Washington, N.J., and thence to New York by boat. A steamboat called the "New Jersey" was placed on the river during the summer of 1812, making regular trips to Whitehill, the landing next below Bordentown. The "Eagle," built at Kensington by Moses Rodgers, began running to Burlington in June, 1813, and from thence onward the fleet increased, the business of most of the vessels being, besides accommodating the local travel, to connect with the stage-lines across New Jersey and with the railroads when they superseded the older method of land travel.
Passengers from Camden crossed the river by the ferries to reach the steamers, as they have to do at present, no lines ever having been established from Camden.
FERRIES ON THE DELAWARE. - Rapid settling upon either bank of a great tidal river and upon the shores of its numerous navigable affluents, and prompted by business and social intercourse to frequent communication, public ferries became a necessity to the Swedish and English colonists as soon as they produced anything for barter or sale. The people of each nationality included men who, coming from the seaports of the old countries, were skilled in the construction and handling of small boats, and none gifted with the slightest prescience could have failed to foresee that in supplying the popular want of transportation across the streams there was to be a lucrative business done. It is likely enough that before the advent of the Friends, the Swedes had some system of ferriage between their settlements in West Jersey and those on the other side of the Delaware, but there is nothing in any of the records to show for it or to give names and locations. But when the English Friends, with their clearer ideas of accommodating trade and travel, and their habit of placing public enterprises under the sanction of the law, took possession of the land, they recognized the occupation of the ferryman as one to be encouraged and regulated, and the requisite facilities for its conduct were soon provided.
It has been taken for granted by certain historians of the locality that anterior to 1687 there was no ferry on the Delaware below that by which the first road between New York and Philadelphia crossed the river at the falls; but in Clement’s "First Settlers in Newton Township" there is specific mention made of a ferry previously in existence, between the Indian settlements on the opposite side of the river which was continued by the early English settlers of West Jersey, and lends force to the theory that one of their primary undertakings was to provide transit between the eastern and western shores. This ferry ran between Shackamaxon, the place of Penn’s treaty, and the present Coopers Point, on the property conveyed to William Cooper, the survey of which is dated June 12, 1682. The latter named this estate Pyne Point, because of the heavy growth of the conifer-bearing trees upon it; and it is one of the curious coincidences with which history is so plentifully pointed that this ancient ferry had its eastern terminus upon the land of the founder in America of the family which, in succeeding generations, so deeply engaged in the business of transportation across the Delaware. The origin of this ferry is not known, but as in 1682 a business meeting of Friends was held alternately at Thomas Fairman’s house, on the Philadelphia side, and William Cooper’s, on the Jersey shore, it is a sound conclusion that some occasional means of conveyance across the river had already been furnished. It is equally probable that Cooper had some supervision of this ferry, and that it bore some relation to the controversy between William Roydon and himself concerning the boundaries of their lands. Before the Pyne Point property of William Cooper was surveyed, Boydon had made a survey lower down the river, with which the Cooper tract was found to interfere, and the dispute was not quieted until the second William Cooper, grandson of the first settler, purchased the larger part of the Roydon survey, in 1723. Roydon however appears to have been the first to establish a constant means of communication and in 1687 to have obtain a legalized monopoly of Delaware ferriage by himself, by the following proceedings:
"Wheras, At a court held at Gloucester upon ye first day of ye first month in ye year 1688, it was presented to ye bench that a constant and common ferry was very useful and much wanted from Jersey to Philadelphia, and also that William Roydon’s house was judged a place convenient, and ye said William Roydon a person suitable for that employ; and therefore an order from ye court was then granted for ye establishment and fixing of ye same. Whereto ye bench did then and there assent, and referred to ye Grand Jury ye methodizing of ye same and to fix ye rates thereof; which was by them agreed and concluded upon as hereunder follows:
"‘Therefore we permit and appoint that a common passage or ferry for man and beast be provided, fixed and settled in some convenient and proper place between ye mouths or entrances of Coopers Creek and Newton Creek, and that ye government, managing and keeping of ye same be committed to ye said William Roydon and his assigns, who are hereby empowered and appointed to establish, fix and settle ye same within ye limits aforesaid, wherein all other persons are desired and requested to keep no other common or public passage or ferry.
"And ye said William Roydon shall prepare and provide good and sufficient boats, with other conveniences suitable to ye said employ, to be in readiness at all times to accommodate peoples actions, and shall take no more than six pence per head for such persons as shall be by him ferried over ye River and not more than twelve pence for man and horse or other beast, and so not exceeding twelve pence per head for any sort of beast so ferried over, as above said; except swine, calves and sheep, which shall pay only six pence per head and no more."These proceedings are signed by Francis Collins, Andrew Robeson, John Wood, Christopher Watkins and Samuel Spicer, and on the 24th of April, 1689, the order was "entered, examined and recorded" by John Reading, recorder.
Roydon’s ferry ran from Camden to Philadelphia, and there was a wide margin allowed as to its terminal points on either side of the river. He does not appear to have made a success of it, and in a few years sold it to the first William Cooper, who gave it in 1695 to his son Daniel, who the same year, obtained license from the Gloucester County Court "for keeping a ferry over the river to Philadelphia at the prices following:
"For a man and horse, one shilling and six pence; for a single horse or cow, one shilling and three pence; for a single man, ten pence; and when ten or more, six pence per head; and six pence per head for sheeps, calfs or hoggs."When Daniel Cooper died, in 1715, the appraisement of his personal property included two ferry-boats, showing that he resided at the ferry and was its proprietor at the time of his death. In 1730 his son, the second William, petitioned Governor John Montgomerie for a license to keep a ferry" where one had been kept for more than forty years," which license was granted "with the exclusive right of ferry for two miles above and two miles below, so long as he accommodated the people, upon the payment of one shilling yearly on the feast day of St. Michael the Archangel." This charter not only covered the middle ferry and the Cooper’s Point privileges, but it also extended below Kaighns Point, and as the first William Cooper had forty-five years before bought the Roydon ferry, the probability is that the Coopers in 1730 owned all the ferry rights except that of John Reading, who, on June 1,1695, had been empowered by the court "to keep a ferry over Gloucester River (Timber Creek), and from Gloucester to Wickaco: for a single man and horse two shillings and six pence; and four shillings per head for more than one horse and cow; and one shilling and six pence for a single man; and one shilling per head when more than one from Gloucester to Wickaco; and five pence per head for horses, cows, &c.; and two pence per head for man without horses or cattell over Gloucester River." Thus Reading had come into possession of a ferry between Gloucester Point and the former Swanson lands at the lower end of Philadelphia, while the Coopers owned and ran the ferries higher up the stream. As roads were straightened and improved, bridges built and the country more thickly settled, Cooper’s ferries had the preference with travelers, since the distance across the river was much shortened, with less risk and much greater speed. The later history of the Gloucester ferries will be found further on in this chapter. "The amount of business done at these ferries may be inferred from the number of inhabitants in this region in those days. The census of Gloucester County taken in 1737 shows a population of three thousand two hundred and sixty-seven, including one hundred and twenty-two slaves. A large proportion of these lived near some navigable stream, depending upon boats as a means of travel, and in going to Philadelphia they would use their own transportation and not cross either at Gloucester or Coopers ferry. Also it has been seen that in 1715 Daniel Cooper had but two ferry-boats, no doubt of ordinary size and without capacity for carrying many people, which kind of evidence goes very far to prove that the means, though scanty, were sufficient for the wants of the public."
New Jersey and Pennsylvania legislation regarding the ferries between the two provinces was not always cotemporaneous, but in the main the acts of each were in harmony. In 1700 Pennsylvania ordered that no ferry-man be permitted to ply the river Delaware "in this government" without first giving bond that "they shall not carry out of or into this province any strangers that may be suspected of piracy or being criminals or runaways." In 1718 the second William Cooper obtained from the Pennsylvania Assembly a confirmation of the franchises which he enjoyed in New Jersey, the Assembly, on February 22d of that year, passing an act for "erecting a ferry at or near the land of Daniel Cooper, deceased," and also "to Gloucester in the Western division, N.J." On August 18, 1727, another act was passed "for establishing a ferry from the city of Philadelphia to the landing at or near the house bf William Cooper, and another from or near the city bounds to Gloucester, in New Jersey."
The landings on the Philadelphia side are said to have been at Market (then High) Street and below it, except the one known as the "Old Ferry," which was between Market and Arch Streets. The Pennsylvania act of 1727 conferred the ferry jurisdiction upon the Common Council of Philadelphia, which it exercised by appointing Sylvanus Smout as ferryman, with a lease of one year, terminating in September, 1728. Smout worked in conjunction with the Coopers, and in 1735 the Penns confirmed the right of the municipal corporation to make grants & ferry privileges from Cohocksink Creek to beyond the south bounds of the city. After Smout, William Bawls, brother-in-law of William Cooper, was appointed ferryman on the Pennsylvania side, with a seven years’ lease, for which he paid thirty pounds per annum. He died before February 24, 1748, as on that date Cooper, who was one of his executors, applied for a new lease in his own name, to run until Francis Rawle, son of William, should attain his majority and be able to undertake the business for himself. The younger Rawle got the lease for himself in 1755, and as he was also dead at its expiration, in 1763, it was awarded to his widow, Rebecca Rawle, and his executors paid the rental up to March, 1769.
William Cooper, son of Daniel and grandson of William, in 1723 came into possession of all the Roydon lands, and in 1744 conveyed to his son Daniel one hundred acres of land, including the site of the Federal Street ferry. The site of the old ferry was a little south of the foot of Cooper Street, and was probably abandoned about 1755 or 1760, as it was not mentioned even in the deed from William Cooper to his son Jacob in 1764, which conveyed to him the property on the river between a point a short distance north of Cooper Street, south to near Arch Street. The history of the ferries will be given under their different names.
The primitive beats of the settlers were small skiffs, but as the demands of transportation increased, they were succeeded by the wherries. These were capital craft and most admirably adapted to their work. They were from twenty-five to forty feet long, with a beam of one-third their length, were clinker-built, and their long, sharp prows were shod with iron, which protected them from being cut through when they were driven against the floating ice in the winter passages. If the river was hard frozen, they were placed upon runners and dragged across by hand. Women and children were then allowed to remain in the boats, but the able-bodied men were expected to work their passage at the ropes. For the ferriage of horses, cattle, vehicles, etc., there were the "horse-boats," huge, flat-bottomed scows, propelled by enormous sweeps, that under opposing conditions of tides might take an hour to make the crossing. The immediate forerunner of steam was the marvelous construction known as a "team-boat," which had wheels upon its sides, the motive-power of which was furnished by horses working on some boats in the fashion of a treadmill and on another pattern traveling in a circle at the ends of horizontal arms which had a cogged gearing to the shaft. Eight, nine or ten horses were employed in a boat of this class, which was a vast improvement upon manual labor at the oars and no mean approximation to steam-power. The year was divided by the ferry-man into summer and winter seasons, one extending from March to December, and the other from December to March. After the Revolutionary War the business became systematized and by general consent the ferry-men established a uniform scale of summer prices - For each passenger, twelve and a half cents; for wagon and horses, one dollar and a half; for man and horse, fifty cents, and for cattle per head, fifty cents. In the winter this tariff was doubled, and the senior ferry-master decided when the advance was to be made. He gave the signal for the double tolls by ordering the horse-boats from their anchorage in the river to the wharves. Dr. Fisler gives these names of some of the team-boats: The "Ridgway," built by Benjamin Reeves, which ran from the foot of Cooper Street; the "Washington," which plied between Market Street, Camden, and Market Street, Philadelphia; the "Phoenix," "Moses Lancaster," "Constitution" and "Independence."
Steam was first used in 1810, but to a limited extent, and often a return was made to the team-boats. The first steam ferry-boat was built in 1810 by James Bispham and was commanded by Captain Ziba Kellum, and ran from Camden to Market Street. It is an unsettled question whether this boat ran from Kaighns Point or Cooper Street ferry. Shortly after James Springer built one. In 1813 William Cooper built the "Rebecca." It was not until the ferry companies were organized that ferry-boats were fitted for running through ice and making regular trips in the winter.
Messrs. Toy and Reeves, of Federal Street Ferry, in 1835, at the request of many citizens, tried the experiment of running a night boat, but were obliged to abandon the enterprise for want of support. The ferry companies being better able to sustain loss than individuals, later began night trips and continued them. The Camden and Philadelphia Ferry Company put on the first night boat July 4, 1842; the last boat left Camden at nine o’clock and Philadelphia at half-past nine P.M.
The steam ferry-boat "State Rights," built in 1835, was the first boat furnished with cabins. The necessity of life-saving appliances was not apparent until the disaster occurred to the ferry-boat" New Jersey,"
March 15, 1855. From that time, ferry-hoists were fitted with life-preservers, cork cushions and other appliances not only for saving life but for extinguishing fire.
In 1828 there were twelve steam ferry-boats in service between Philadelphia and Camden, among them being the" William Wray," the "Philadelphia" and the "Minette," alias the "Dandy," which took passengers to and from Joseph Laterno’s Vauxhall Garden, Market and Fourth Streets, Camden. In l843 there were fourteen steamboats, costing seventy thousand dollars, - two from Coopers Point to Arch Street and Kensington (or Shackamaxon), two from English’s (Cooper Street) to Arch Street, three from lower side of Market Street (one of which connected with Callowhill), two from Cake’s (upper side of Market Street), two from Ellwell’s (Federal Street) to foot of Walnut Street, two from Kaighns Point to foot of South Street and one between Gloucester and Greenwich.
COOPERS POINT FERRY, now the Camden and Atlantic Ferry, is the oldest in the county to continue. The Point was the property of William Cooper, who settled upon it in 1680, and doubtless operated a ferry during the summer of 1682, when the Friends were holding a six weeks’ business meeting at Shackamaxon and his place. The precise time the ferry was regularly established is not known, but that it was in operation before 1708 is ascertained from the deed of William Cooper to his son Joseph, dated February 18th, in that year, to whom he conveys two hundred and twelve acres, including the ferry at Coopers Point Joseph Cooper conveyed one hundred and twenty-two acres of the tract of two hundred and twelve to his son Benjamin, including the ferry, May 2, 1728, who operated it until July 1, 1762, when he conveyed it to his son Samuel, who soon after built the ferry-house now standing and used in part as the office of the Camden and Atlantic Railroad Company. The ferry was conducted by him many years. About 1800 it passed to his son William, who conducted it until his death, in 1849. William Cooper had, in 1813, built the steam ferry-boat
"Rebecca" (named after his wife), it being the first steamboat used at that ferry and the third on the river. The "Rebecca" also became known as the "Aunt Becky." A peculiarity of this steamer was the boiler, the shell of which was of wood clamped with iron bands. Her single wheel was at her stern, and being the first vessel of the kind on the stream she got a second nickname - "The Wheelbarrow." She was commanded by Captain Lannery and Captain Fred. Roth. She was succeeded by the "Citizen," "The Old Coopers Point," and the "Kensington," which ran to Poplar Street. In 1855 the "Leo" was put on and ran to Vine Street; "Tallacca;" "Arasapha," built in 1861 and which was the first iron ferry-boat with beam engine on the Delaware; "Old Atlantic," in 1865; and "Coopers Point," in 1879.
In 1849, the Coopers Point Ferry passed to Joseph W. Cooper, son of William, who ran it until 1854, when he sold it to the Camden and Atlantic Railroad Company, who owned it one year, when it again came into the possession of Joseph W. Cooper, who formed a company and applied to the Legislature for a charter for The Coopers Point and Philadelphia Ferry Company, which was granted and approved February 20, 1856. The corporators named in the act were Joseph W. Cooper, Samuel R. Lippincott, John C. Dacosta, Joseph Ellis, Walter D. Bell, Isaac H. Wood, Benjamin W. Cooper, who were also named as directors.
The company operated the ferry from that time until January 24, 1872, when the Camden and Atlantic Railroad Company purchased the property and have since operated it in connection with their railroad. They have at present three boats, - the "New Atlantic," "Arasapha," and "Coopers Point" - that run to Vine Street, Philadelphia.
Samuel C. Cooper served as manager for the ferry company for ten years preceding its sale to the railroad company.
The Kensington and New Jersey Ferry Company, incorporated about fifteen years ago, extends from Coopers Point to Kensington (Shackamaxon Street, Philadelphia). This ferry is now under the control of the Camden and Atlantic Railroad Company, and on it the steamboat "Shackamaxon" is run.
THE FEDERAL STREET FERRY. - The site of the Federal Street Ferry was granted, with one hundred acres of land, to Daniel Cooper in 1744, who, a few years later, doubtless established a ferry at that place. In 1764 he erected a mansion known afterwards as Parson’s Hotel, and inserted a slab with the letters "D.M.C., 1764," which were for Daniel and Mary (West) Cooper. Joshua Cooper, son of Daniel, took charge of the ferry and conducted it until 1803. It was left to him by will from his father, dated in 1768, although he did not possess the property until several years later. In 1796 it was connected with the main roads from Burlington by a road along the river, intersecting the Cooper Street Ferry, then owned by Daniel Cooper, his nephew. Joshua Cooper, in 1803, leased the Federal Street Ferry to Richard Thorne for a term of eight years. Its ownership passed from Joshua Cooper to his brother James, who, before 1820, sold it to John Wessels, who also in that year kept a store at the foot of the street west of the Ferry House, and who ran the ferry many years, and at his death, in 1830, left it to his son, Samuel D., who, in 1832, sold it to Jacob Ridgway. Boats ran to Arch Street and to Market Street, Philadelphia. At the former point Ridgway owned the Arch Street House, and at Market Street he removed the old ferry hotel and built the Ridgway House in 1837. The ferry property in Camden embraced all the land, with the improvements thereon, between Arch and Federal, west of Second Street, with much ground south of Federal, pleasure gardens taking up much of the latter. Ridgway enlarged the Ferry House by building a wing on Federal Street, built a row of frame houses on Arch Street, and made many other improvements, all of which, together with two hotels in Philadelphia, he sold in 1838 to the Camden and Philadelphia Steamboat Ferry Co.
In December, 1786, Joseph Wright, of Philadelphia, established the "Lower Ferry," which also landed at Federal Street, starting on the western side from Robert Waln’s wharf; below the drawbridge. It touched at Windmill Island, where Wright erected a half -way house and announced that "passengers would always meet with hearty welcome and a hospitable fire in the cold season to warm and refresh themselves while waiting for an opportunity of evading those large fields of ice which generally float up and down with the tide and obstruct the passage during winter."
Wright’s enterprise of the half-way house was the seed of an ambitious project that sprouted in the minds of some citizens of Camden, the most prominent of whom was Edward Sharp. They conceived, about the year 1818, the notion of building a bridge between Camden and Windmill Island, from which access to Philadelphia by a short ferry would be easy. A bridge company was incorporated by the New Jersey Legislature, and in order to accommodate the expected travel, Sharp laid out Bridge Avenue in Camden, in 1820, but the scheme fell dead because of the lack of investors in the stock of the company.
Under the Wessel ownership of this ferry, Joseph Wilds and Benjamin Reeves were ferry-masters. From 1825 to 1835 Reeves and Isaiah Toy were partners, the former keeping the ferry-house at the foot of Market Street, Philadelphia, and the latter the ferry-house at the foot of Federal Street, in Camden. Following Toy was John Kinsell, and with him ends the list of private managers.
Neither Joshua Cooper of 1769, Richard Thorne of 1811, nor even John Kinsell of 1840 would know the Federal Street Ferry were they now living to take a survey of it. As late as 1850 the ferry slips were as far east as Delaware Street; and the process of filling up and moving the landing westward had been going on for more than half a century.
In the earlier years, save the ferry-houses or hotels, there was no shelter for waiting passengers, while now commodious saloons discard the necessity for hotels. On April 1, 1841, R.C. Cake leased the old ferry-house at Federal Street and continued there until 1850. He was succeeded by John Woolston, and, in November, 1854, Stephen Parsons took the house and kept it until June, 1882. In 1883 the old house, after one hundred and nineteen years of service, was torn down.
CAMDEN AND PHILADELPHIA STEAMBOAT FERRY COMPANY. - This company was incorporated March 5, 1836, with an authorized capital of one hundred thousand dollars, and the right to purchase, build or lease wharves, slips, piers and buildings to build steamboats, vessels and ferry-boats and to arrange a schedule of fares. The following persons were named in the act of incorporation as directors: Joseph Kaighn, Samuel Tanning, Gideon V. Stivers, John W. Mickle, Richard Fetters, Samuel Harris, Isaac Vansciver, Isaac Cole and William Carman. Joseph Kaighn was chosen president, and John W. Mickle secretary and treasure.
In the fall of 1837 the company purchased the Federal Street Ferry of Jacob Ridgway and at once fitted it up, not only for ordinary passenger traffic, but to run in connection with the Camden and Amboy Railroad. The first boat under their charge began its trips on the 18th of April in 1838. The company erected a large brick hotel near the ferry-house which was opened by James Elwell and was known as the" Railroad Hotel." It was destroyed by fire April 1, 1842, and rebuilt as a four-story brick and again occupied by James Elwell.
It was eventually torn down.
The company was influential in obtaining a charter for the canal through Windmill Island, from the Pennsylvania Legislature in February, 1838, and which was so far completed as to be used in 1840. Benjamin Farrow, now living, was placed in charge of the station on the island and continued sixteen years, when the special privileges granted to the company were abandoned.
Joseph Kaighn, the president, died in 1841, and Samuel Harris was elected in his place, filling the position until 1844, when John W. Mickle was made president amid remained such until his death, and William H. Gatzmer was made secretary and treasurer, a position he holds to this day.
When the ferry company purchased, in 1838, John W. Mickle assumed control and managed for several years, when, in 1846, John J. Benson was appointed superintendent and was followed by Henry Fredericks for one year and then by David Craven. In December, 1855, the present superintendent, Andrew B. Frazee, was appointed, and for nearly thirty-one years he has conducted the ferry with rare tact and success. About four months after he took charge the terrible disaster to the "New Jersey," which was burned with a loss of sixty of her passengers, although no fault of his, so daunted the young official that he tendered his resignation, which the directors wisely refused to accept, and his long and useful career, which has won for him their confidence and the esteem of the community, prove that the officers of 1856 knew what they were doing.
The ferry-boat" New Jersey," of the Camden and Philadelphia Steamboat Ferry Company, was burned Saturday evening, March 15, 1856, with one hundred passengers on board. It left the dock, at the foot of Walnut Street, Philadelphia, between eight and nine o’clock, for Camden, and headed for the canal, which was found so full of ice that the boat turned northward so as to cross the bar above the island. When nearly opposite Arch Street wharf the boat was discovered to be on fire, near the smoke-stack. The captain directed the pilot to steer direct for the Arch Street wharf, which was done. The fire spread with great rapidity, and soon the pilot and engineer were driven from their positions and the boat was unmanageable. When within thirty feet from the wharf the pilot house fell. A flood-tide was setting up the river at the time, and the boat steered from the wharf towards the island. Many passengers jumped when near the wharf; and forty-seven were saved. The boat floated toward the island and lodged on the ice. She was later towed to the Jersey shore, where she sank.
Of the boats used at this ferry during the first quarter of the present century little is certainly known. The ferry-masters kept few records and memory dies with the owner. The first authentic account of a steamboat at Federal Street was the "Franklin," in 1820. She was in command of Captain Richard Fetters, and was built by Benjamin Reeves, to run from Market Street, and transferred to the Federal Street Ferry when he changed his base. Team-boats propelled by horses moving in a circle were used even after steam had been tried. From 1820 to 1830 team boats were used at this ferry. The "William Wray" and "Philadelphia" were built by Toy & Reeves in 1828. They were steamboats, and were in use twenty years afterwards. The "Philly," as she was familiarly called, was a favorite excursion boat, and was frequently used on Sunday-school picnics.
When the Ferry Company came into possession they found on their hands the "Old Philly," "Billy Wray" and "State Rights." These came with the arrangements made between the ferry company and the railroad company in relation to the transfer of passengers across the river to Walnut Street. In 1835 the Camden and Amboy Railroad Company built the "States Rights," a very large and powerful boat which came to be called the "Ice Breaker," because its size and power fitted it for keeping the channel open in winter. The name was changed to "United States Right," as the war period approached and the original title was found to be symbolical of political doctrines unpopular in this section.
For many years the Camden and Amboy Company ran a ferry from Bridge Avenue to Walnut Street, and the boats of the two companies sometimes interchanged positions. The "John Fitch" and "New Jersey" were added to the fleet. The latter was built for the Gloucester ferry. The "Mary" followed, and in 1852 the "Dido." The latter was an iron boat, low in the water, very sharp, of great power and speed, making her way through ice that wholly checked the progress of other boats. She was the universal favorite, and if the "Kaighns Pointers" vowed by the "Champion," all others swore by time "Dido."
After A.B. Frazee became superintendent the "Delaware," "Camden" and "Philadelphia" were built. These were wooden boats, but superior in size, power and accommodation to any preceding them. They have been disposed of in various ways. In 1874 the "Pennsylvania" was built. She is of iron, with iron wheels, the first so constructed, but generally copied after since. In 1882 the "Wenonah" and "Beverly" were constructed. They are copied after the "Pennsylvania," but are larger, stronger and more powerful, and stand for the highest type of ferry-boats designed for Delaware River ferrying. Six million passengers crossed the ferry in 1886.
With the exception of the New Jersey catastrophe, this ferry has had no serious mishap. From the first the relations between the ferry and railroad companies were of the most friendly character, and since the lease of the Camden and Amboy Railroad by the Pennsylvania Company, the latter has assumed control, and although two in law, in their workings they are one. The following are the officers and directors, Edmund Smith (president), William H. Gatzmer (secretary and treasurer), John C. Bullitt, William J. Sewell, J. Morris Dorrance, William N. Bannard, Benjamin F. Archer, John W. McKnight, Thomas H. Dudley; Superintendent, A.B. Frazee; Carpenter, Thomas Jones; Chief Engineer, Daniel Sinmpkins.
WILLIAM H. GATZMER, well and familiarly known to the active business world as an energetic and leading spirit in the early development and subsequently successful operation of the Camden and Amboy Railroad, was born near Somerville, Somerset County, N.J., July 22, 1807. He is descended on the paternal side from German ancestry, his father having sailed from Coburg to this country in 1794, and made his home in Bustleton, Pa., near Philadelphia. He afterwards removed to Somerset County, N.J., at which point he became identified with the milling interests of that section.
The youthful years of William H. Gatzmer were not unlike those of most boys of his day, when limited means and scanty educational advantages threw him upon his own resources, the early development of which contributed greatly to his successful business life in after-years. Such opportunities for acquiring an education as were afforded by the country village in which he lived were well improved, and, at the age of twelve, he was sufficiently advanced in his studies to fill a position as clerk in a country store. A year later he entered a more extensive establishment at Somerville, and at this place remained nearly five years. His close attention to the details and requirements of the business won for him the confidence and esteem of his employers, and in appreciation of his ability a partnership was proposed; but the lack of capital, together with the belief that the knowledge of some trade would render him more sure of success in life, led him to decline the offer.
He then entered a printing-office in the same town. Here, the ambition of the youth became apparent; he not only quickly became master of all the details of this new avocation, but devoted his leisure hours to the study of science and literature. Always active, and possessing an energetic spirit, he sought for advancement, and in 1830 made successful application to one of the largest steamboat companies of New York City - the Stevens Brothers - by whom he was made chief clerk on the steamer "North America." This company was constructing, at that time, the Camden and Amboy Railroad. Three years later, they having completed the eastern section of this line, Mr. Gatzmer was transferred to the steamboat route between New York City and South Amboy, where he also spent three years.
After the completion of the road he entered the Philadelphia office, where he displayed marked executive ability to such an extent that upon the resignation of Edwin A. Stevens from the presidency of the Camden and Amboy Railroad Company, in 1867, he was by unanimous consent elected to fill the vacancy. This substantial recognition of Mr. Gatzmer’s worth was but justly his time in return for thirty-seven years of faithful and uninterrupted service. This position he continued to hold until May, 1872, when the road was finally leaned to the Pennsylvania Railroad Company. Mr. Gatzmer was identified with the Lehigh Valley Railroad Company as early as 1863 as a director, which relation he sustained until 1872, when he also became consulting manager, and filled both positions until 1880.
The success of the Camden and Amboy Railroad stimulated the construction of railroads elsewhere, and the great principle involved in the proper management of railroads, approved by him, have been universally adopted, to a greater or less extent, by other railroad companies. He may be justly styled the railroad "Nestor," for we know of no other gentleman who for so long a period has maintained the position of the chief manager of one of the most wealthy and important railroads on this continent.
Throughout his active business life his disposition was ever must genial and cordial, and, notwithstanding the pressing demands upon his time, and the many cares and responsibilities resting upon him, he was at all times approachable alike to friends and subordinates. In him are happily blended the most amiable and courteous manners, with a firm and resolute decision of character, to which are mainly due his great influence in the New Jersey Railroad system and his universal popularity with the public.
Mr. Gatzmer, at the age of twenty-two years, was united in marriage with Eliza A. Campbell, of New York City. At the present time Mr. Gatzmer has but two sons living, William C. and Robert, both of whom are actively engaged in business, and possess many of the qualifications and characteristics which rendered their father so successful and popular. The other children were Edwin, Eliza, Henry S. and Ann. Edwin died July 25, 1883, and Henry S., February 9, 1886.
CAPTAIN ANDREW BLAIR FRAZEE, who for thirty-one years has been the active and efficient superintendent of the Camden and Philadelphia Steamboat Ferry Company, was born in the city of New Brunswick, N.J., on the 28th day of August, 1820. His grandfather, Henry Frazee, emigrated from France and settled in the State of New Jersey. In 1794 he formed a military company and marched with it into Western Pennsylvania to aid in quelling the Whiskey Insurrection in that State. He never returned from this expedition, and nothing is known of his future history.
Henry Frazee, his son, and the father of Captain Frazee, was married to Jane Fisher, of Middlesex County, and was long a resident of New Brunswick, in which city he died at the age of seventy-six years. The grandmother of the captain on his mother’s side, whose name was Mary E. Blair, emigrated from Ireland when quite young.
Captain Fazes obtained his education in the schools of his native place and early in 1ife entered upon an active career, which he has regularly continued to this time. In March, 1833, he became an employee on the steamboat "Napoleon," owned by the New Brunswick Steamboat Company, controlled by the Camden and Amboy Railroad, and was afterward transferred to the steamboat "Raritan," owned by the same company, until 1842. Robert L. and Edwin A. Stevens, well-known individuals in the history of transportation in America, then appointed him captain of the "Joseph Belknap," one of their boats plying between Amboy and New York City. Recognizing his efficiency and ability, in 1851 they sent him for one year to Wilmington, Del., to superintend the construction of the "Richard Stockton," a handsome steamer, which, when completed, ran between Philadelphia and Bordentown, which, with the Amboy Railroad from Bordentown and the "Joseph Belknap" from Amboy, completed the line of transportation from Philadelphia to New York City, and Captain Frazee again became commander of the last-named boat.
In October, 1855, he was ordered by the Camden and Amboy Railroad Company, with the "Joseph Belknap," to Philadelphia, and in November of the same year was appointed superintendent of the Camden and Philadelphia Steamboat Ferry Company, which position he has since held and is therefore, in term of service, the oldest employee of the old Camden and Amboy Railroad Company.
In the position of superintendent of the ferry he has shown rare executive ability and rendered very efficient service in making needed improvements and building up the interests of the company under whose employ he has been so long engaged. He superintended the construction of the "Camden," "Delaware,"
"Philadelphia," "Pennsylvania" and the remodeled "Delaware," the "Beverly" and the "Wenonah," well-known ferry-boats of this company.
Captain Frazee was married, September 3, 1844, to Susan Vanhook Voorhees, daughter of Peter Voorhees, of New Brunswick, a descendant of one of the early Dutch families of New Jersey. She died in 1871, leaving one child, Jane F. Frazee, who is married to Richard F. Smith, the present sheriff of Camden County. By his second marriage, with Mary Emily Young, of Philadelphia, October 27, 1873, Captain Frazee has three children, - Andrew B., William H. and Susan Emily.
Captain Frazee has taken an active interest in the Masonic Order, having long been a member. He was made a Master Mason in 1866; a Royal Arch Mason and a Knight Templar in 1868; was Eminent Commander of Cyrene Commandery No. 7, of Camden, in 1869 and 1870, and was elected Grand Commander of Knights Templar of the State in 1880. He has taken all the degrees up to and including the thirty-third, which was conferred upon him at Boston by a session of the Supreme Council on September 19, 1882, making him an honorary member of that body, and in September 27,1883, he was made an active member. On September 16, 1885, he was elected deputy of the Supreme Council for the State of New Jersey. There are now only two active members in the State. He has been a member of the Odd Fellows since 1842.
COOPER STREET FERRY. - The history of the Roydon Ferry, afterwards known as the Cooper Street Ferry, has already been given in the beginning of this chapter up to about 1767, when it passed, by will, with the property on the north side of Cooper Street, and to Pearl Street, from William Cooper, of Philadelphia, to his grandson, William, son of Daniel. The ferry at the foot of the street was established before the Revolution, as mention is made of the Middle Ferry.
It passed from William Cooper to his son Daniel, who operated it in 1796. Daniel died about 1804, and in 1817 his property was divided between his three daughters, - Mary Ann (Carman), Abigail and Esther L. The ferry property came to Abigail, by whom it was retained until her death, in 1868.
The ferry, after the death of Daniel Cooper, was operated by one Collins, later by Joseph Bispham, and in 1810 and later by Benjamin Reeves. In 1814 Benjamin Reeves built, for Richard M. Cooper (who, from this time, owned the ferry-boats), the "Camden," a steam ferry-boat. Later the "Vigilant" was built, and burned at the dock a few weeks after it was completed. The "Delaware" was then built, and is said to have been the first ferry-boat with a vertical cylinder. She ran several years. and, on the 31st of October, 1827, the boiler burst while lying at the dock, killing the engineer, John Thorne, Ledden Davis and injuring others.
In 1824 the ferry was conducted by Ebenezer Toole, who, in 1828, purchased the Kaighns Point Ferry. He was succeeded in the Cooper Street Ferry by Joseph English, who conducted it until his death, and was succeeded by his son Israel, who continued until its abandonment, early in 1850. The property did not pass from the Coopers from its establishment to its close. The English Ferry-House, as it was known, stood on the site of the new block of buildings, corner of Front and Cooper Streets, well back from both streets. The site of the slip, where the ferry-boats landed, is now occupied by the Derby & Wetherby machine-shop. In 1849 the stables of the ferry were burned and the ferry was abandoned, and in 1850 Israel English moved to the West Jersey Hotel, and the old house ceased to be a hotel, but was kept for years in connection with the garden, and was torn down upon the erection of the present brick block.
KAIGHNS POINT FERRY was established by Joseph Kaighn in the autumn of 1809. It was located at the foot of Ferry Street, a narrow thoroughfare running off from Kaighn Avenue, below Second Street, the eastern end being vacated, while the portion west of Front Street is now used by the Camden, Gloucester and Mount Ephraim Railroad. Until recently the remnants of a grove of large willow trees that shaded the approach to the ferry were standing.
Christopher Madara, who came from Salem County, leased the Kaighn Ferry property and operated the ferry which landed at Queen Street, Southwark, until 1815, when the property was leased to the Pennsylvania and New Jersey Steamboat Ferry Company for ninety-nine years. Robert Fulton, Robert Livingston and John Stevens at that time claimed the sole right of running steamboats in the United States, and this company bought from them the exclusive privilege for the Delaware River within five miles north and south of Kaighns Point. Thus the other companies were restricted to the use of the old "team-boats," until the United States Supreme Court decided against Fulton’s claim and threw steam open to the world. The conditions of the lease were that, under penalty of forfeiture, the company should at all times maintain a good ferry.
The Pennsylvania and New Jersey Company put upon the river, in 1815, the largest and finest boat before seen in these waters, - the "Union," - the hull of which was built at Kensington by Nicholas Vandusen, and the engine at Hoboken by Robert L. Stevens. The company spent so much money in the construction of boats and the building of wharves at Kaighns Point and at Washington and South Streets, on the Philadelphia side, that it fell into bankruptcy. Yet it continued to run a little steamer called the "Norristown," but when that was burned it was forced to suspend. In 1816 Madara gave up the Kaighns Point Hotel to George W. Hugg, and June 21, 1821, Kaighn sold the whole property to the widow of Clement Reeves, who brought suit against the company for forfeiture of its charter and won her case.
Mrs. Reeves and her sons, Israel and Joseph, conducted the ferry with success, and built the "Southwark" and the "New Jersey," the latter a safe boat, suited for the business, but was so exceedingly slow as to earn the sobriquet of "Scrubbing Brush" and "The Turtle."
Mrs. Reeves died in 1827. Israel Reeves, her executor, sold the property to Ebenezer Toole, by deed bearing date January 3, 1828. The price paid was thirteen thousand five hundred dollars, and the assessed value of the property in 1834 was nineteen thousand two hundred and fifty dollars.
William Champion became associated with Toole in the ferry business, and the two conducted the enterprise for over twenty years, their western terminus being at the foot of South Street, where Champion kept the hotel known as the Champion House. They built the "Southwark" "Kaighns Point" and "William Champion" ferry-boats. The first was worn out prior to 1850, the second was in service until 1853, while the "Champion" did full duty until 1866. She was accounted a superior boat in her day, and the "Kaighns Pointers" of the "forties" and early "fifties" made their vows by the "Billy’ Champion." Ebenezer Tools, dying in 1850, his heirs, January 22, 1852, conveyed the property to the South Camden Ferry Company, which was incorporated May 14,1851, of which Charles Kaighn, Joseph M. Cooper and William Griffith were members.
The company, by the act of incorporation, established the ferry at the old place, the foot of Ferry Street, and on the 24th of February, 1853, procured an amendment to the charter which authorized a change of location to the foot of Kaighn Avenue, which was done, and extensive improvements were made in filling up the low ground almost to the present western limits and at the foot of the avenue. James Tuttle was made superintendent of the company, and was succeeded by Joseph M. Cooper. The steam ferry-boat, "Stephen Girard," a swift, stanch boat, was built and run in connection with the "William Champion." The best facilities attainable were secured, but the company overtaxed its financial strength, and in 1858, Henry B. Wilson took charge of and managed the ferry in the interests of Samuel M. Merritt, trustees of the second mortgage bondholders. In 1862 Zophar C. Howell, William Griffith, Charles Kaighn, John D. Jones, Joseph Iszard, John Cooper, James C. Finn, Henry B. Wilson, Abraham Browning and others, as the Kaigbns Point and Philadelphia Ferry Company, incorporated March 15, 1859 (Z.C. Howell, president, and H.B. Wilson, secretary), secured the property, with William Griffith, superintendent.
The "Rebecca Howell" and "Agnes," wooden boats, were built. The "Rebecca Howell" was in service until 1876, and the "Agnes" has a present prospect of several years of usefulness. In September, 1873, General John S. Schultze, president of the Manchester Railroad, organized in 1869, having secured the right of way, with the design of making Kaighns Point a terminus, purchased a controlling interest in the ferry company, and October 17, 1873, Charles B. Coles was made superintendent. The railroad scheme failed to mature, but August 1, 1874, Herbert C. Felton, secretary and treasurer, became the superintendent, and the ferry became an assured success.
In 1875 the "General J.S. Schultze," and in 1883 the "Colorado," both large and powerful iron boats, were built, the former by John H. Dialogue, and with the "Agnes," providing sure and frequent means for crossing the river, making trips at intervals of fifteen minutes until late in the evening, and half-hour trips later.
In 1880 the company removed the old ferry-houses at Kaighns Point, replacing them with a structure more in accordance with the largely-increased business, and in 1885 the process was repeated at the Philadelphia terminus.
With the opening of Kaighn Avenue, east of Haddon Avenue, the travel at Kaighns Point will increase. The officers of the company at present (1886) are the following: Directors, Z.C. Howell, (president), John S. Schultze, Wm. Griffith, John Cooper, Benj. D. Shreeve, W.R. Wills, William R. Schultz; Herbert C. Felton, secretary, treasurer and superintendent.
THE WEST JERSEY, familiarly known as "The Market Street Ferry," extends from Market Street, Camden, to Market Street, Philadelphia, and is now, and has long been, one of the leading lines of transportation across the Delaware between the two cities. This ferry was established about 1800 by Abraham Browning, Sr., an intelligent and enterprising farmer of the territory now embraced in Stockton township. His father-in-law, George Genge, at that time had a board-yard at the foot of the street. Abraham Browning built a ferry-house on the south side of Market Street, on the site of the large store building of Taylor Brothers, on the corner of Market Street and Second. He also put up stables for the reception of horses and vehicles, as the boats at that time used on this ferry, as on all others on the Delaware, were small row-boats or wherries, and of insufficient size and capacity for the conveyance of market teams. Sails were used to propel the wherries when the wind was fair, and in the absence of wind, oars were applied; but if the winds were adverse and strong, the boats awaited until the Fates were more propitious. Farmers usually unloaded their produce and left their teams on the east side of the river, while they went to market or attended to other business in Philadelphia. Abraham Browning improved the accommodations for landing by adding sufficient wharfing. The original place of landing of his boats at the times of high tide, however, was near the site of his ferry-house, a long distance inland from the present landing-place, all the land intervening being "made ground," in the language of the common populace. When he completed the erection of his ferry-house, Mr. Browning moved from his farm into it, and operated his ferry for about one year. Disliking the business, he had either as lessees or superintendents various parties, among whom were James Springer, Peter Farrow, Benjamin Springer, Wm. S. Paul and Edward Browning. He continued to be the owner of this ferry until the time of his death, in 1836. It then passed into the possession of his heirs, who conducted it as their property until 1849. It was long known as the "Browning Ferry." In 1849 a charter was obtained, as is evidenced by the following:
"Whereas, Abraham Browning, Maurice Browning, Charles Browning, Edward Browning, Eleanor Browning and Catharine Browning now own the ferries between Market Street, in the city of Camden, and the city of Philadelphia, with the real estate, boats, ships and appendages belonging thereto, which property not being in its nature susceptible of division without great prejudice, and liable to embarrassment or inconvenience by death or other misfortune while thus jointly held, the said owners desire to be incorporated, that they may, with greater security to themselves and advantage to the public, improve said ferries."The name was the West Jersey Ferry Company, and Abraham Genge, Maurice, Charles and Edward Browning were made directors by the act, to serve as such until October following, when others were to be elected and the number of directors increased to nine. This was the second of the ferries to pass into the hands of an incorporated company, the Federal Street Ferry having passed into the hands of the Camden and Philadelphia Ferry Company nine years before and the Kaighns Point Ferry to the South Camden Ferry Company three years later.
The Presidents of the company have been Joseph Porter, William Clark and James B. Dayton; secretaries and treasurers, Edward Browning, Isaac Porter, Amos Rudderow. Benjamin Sutton, was the first superintendent, taking charge in 1849, followed by Daniel Bishop, and in 1852 by Wm. Morrell, who remained until January, 1857, when John G. Hutchinson, who had been master-mechanic, was appointed and has since continuously held the position.
When James Springer conducted the Ferry, in 1809, the boats landed within a short distance of the hotel on Front Street, but when the Browning heirs took charge thirty years later, the shore was moved westward by wharfing, extending the slips and filling up the low ground until the site of the terminus of the old ferry is many hundred feet inland, and the timbers of the "Mariner," William Penn" and "Southwark" lie buried under Delaware Street, where they were moored when no longer serviceable.
In 1849 the company built the West Jersey Hotel, a large, handsome building, of which Israel English sometime afterwards took and retained charge until his death.
When the company was incorporated there were three boats connected with the ferry, - "Farmer," "Southwark" and "William Penn." The first two were replaced that year by the "Mariner" and the "Merchant," much larger boats. The "William Penn" was rebuilt in 1857. The "Mechanic" was built in 1856 by John Bender. The "America" was built in 1867. The next boat was the "Columbia," an iron boat, built in 1877, with iron wheel-houses, gallies, frames and engine-house, the first ferry-boat on this river so completely fire-proof. The "Arctic," in 1879, and "Baltic" in 1884, followed. These are almost twin boats, with improvements upon the "Columbia" and larger, the dimensions of the "Baltic" being: Length of keel, one hundred and forty-five feet; of deck, one hundred and fifty-seven feet; beam, thirty feet; over all, fifty-four feet; with engines of forty-inch cylinder and ten feet stroke. They are all powerful boats and crunch ice of formidable thickness. There has been no mishap causing loss of life on this ferry since its establishment. In 1883 the Pennsylvania Railroad Company bought a majority of the stock and that corporation now controls the ferry. James B. Dayton was president for many years. The present board of directors is composed of Edmund Smith, president; William J. Sewell, Wilbur F. Rose, Wistar Morris, Maurice Browning, Peter L. Voorhees, John F. Starr, Edward Roberts, Henry D. Welsh. John F. Joline is secretary and treasurer, and John G. Hutchinson is superintendent.
THE GLOUCESTER FERRIES. - The first ferry established at Gloucester Point was under a license granted to John Reading, in June, 1695. Boats were to ply between Gloucester and "Wickaco" (now Swedes’ Church), Philadelphia. The ferry was conducted by him until 1707, when he sold to John Spey, who also kept a tavern. Spey sold the ferry, in 1722, to Joseph Hugg, who conducted it for eight years and sold to Richard Weldon, who, in 1735, sold to John Ladd.
The distance from Gloucester to Philadelphia was so great, and Cooper’s Ferries so much nearer, that the ferries at Gloucester became, for a time, of minor importance. John Reading about the year 1693, established a ferry over Gloucester River (Timber Creek), but it was little used, and a bridge was built over that stream at a later day. The first ferry to Wiokaco was continued and again came into the possession of the Huggs, who also conducted the Ferry tavern.
Leaving the intervening events to oblivion, and coming down to matters within the memory of the living (seventy years ago), Robert Wharton, one time mayor of Philadelphia, is found running a ferry between the Broad Seal and Keystone States, the western landing being at Greenwich Point of to-day, and the eastern landing at the "Old Brick," the only hotel then in Gloucester.
The boats used by "Mayor" Wharton, as the people called him, and by his son-in-law, Samuel Shoemaker, who succeeded him, were flats, propelled by horses, - in some cases walking in a circle, turning a windlass; in others, walking in a tread-mill. One of the latter, arranged for six horses, was deemed a wonder in its way, but a "northwester" was sufficient to keep it in the dock until the wind abated. No regular trips were made. When a boat was landed on the Pennsylvania shore the men would throw themselves on the grass, in the shade, until a return load would come along, or the tolling of the bell, on the other side, notified them of a fare waiting to cross.
In 1835 Shoemaker became financially embarrassed, and the ferry, with many acres of land - a hundred or more - was bought by Robert Wharton Sykes, a Philadelphian lawyer, nephew of Mayor Wharton, for five thousand dollars. This land, with its improvements, is now worth a million, while the ferry property alone could hardly be purchased for one fourth of that sum.
Sykes was the first to use steam here, but not at once. The following notice, posted on the boats in 1837, explains the character of the accommodations:
NOTICE.
"No smoking. No smoking of cigars or tobacco is allowed on this boat, as, from the size and construction of the boat, it is impossible to assign any distinct part for smoking."
Sykes built the steamboats "Robert Wharton" and "New Jersey," the latter made memorable in 1856, twenty years afterwards, when she was destroyed by fire, losing sixty of her passengers, while making a trip from Philadelphia to Camden, the Camden and Philadelphia Ferry Company having purchased the boat from Captain Loper, who found her too small for the Gloucester business.
Until 1845 the boats only ran to Greenwich Point, excepting on Sundays, when trips were made to Philadelphia; but about that time, or a little later, Captain Richard F. Loper, of propeller fame, obtained control of the ferry, on terms requiring boats to run to Greenwich Point, which not being done as stipulated, led to opposition between the two, Loper’s boats running to Almond Street, Philadelphia. The number of passengers rapidly increased, requiring larger boats, and, in 1846, the "Stockton" was built; in 1847, the "Fashion;" in 1848, the "Pevtona" and the "Eclipse," named after celebrated race-horses of the time, and resembling them only in name. Among the captains and pilots of these years were Peter Bender and George Bender, now filling like positions on the Kaighns Point Ferry. Alexander A. Powell, the oldest living native of Gloucester, piloted the "New Jersey" at one time. Captains Manley Smallwood and Andrew Muller were noted men under Shoemaker and Sykes. The latter is still enjoying a green old age, near Blackwood, living on a well-earned competence.
In 1850 the Philadelphia Ferry Company was incorporated to run a ferry from Gloucester Point. William M. Baird and Benjamin F. McMurtrie were associated with Loper as the company, McMurtrie being superintendent, and the ferry was removed to its present site. This company managed the ferry for a time, when it was leased to Charles Stewart, and subsequently the company was Stewart & Shaler. The "Curlew" and "Eagle" were added to the fleet, and still their capacity was unequal to the crowds that flocked to Gloucester Point. Loper, to secure himself from loss, was compelled to resume control, and in 1863 Wilmon Whilldin, the noted river steamboat man, became associated with him. In 1865 Loper sold out to A. Heckman, who had been his right-hand man from the first Whilldin and Heckman ran the ferry until the death of the former, in 1869, when his son-in-law, William M. Farr, succeeded to his share, and since that time Farr and Heckman have been sole owners, with Captain Heckman as superintendent and Frank B. Heckman assistant. The travel to Gloucester Point had largely increased and for twenty years had been of enormous proportions, taxing to the utmost the carrying capacity of the boats. A better class of accommodations were provided in the way of commodious sitting-rooms at the termini. Two large boats - the "Fulton" and "Exchange" - were put on, and two of the most spacious ferry-boats on the river were built - the "Peerless" in 1872 and the "Dauntless" in 1876. These boats having a capacity for carrying from fifteen hundred to two thousand persons, are crowded at times, but all are secure and comfortable. Among the names familiar to the ferries are Samuel Tatem, superintendent, with Sykes in the "forties" and with Whilldin twenty years later, and a member of Assembly in 1864; Edmund Hoffman, many years collector at the ferry, three times president of City Council and a member of Assembly in 1858; John Gourley, a well-known ferryman, was a member of City Council and did much to promote the building of the water-works by the city.
In 1852 Captain William Albertson, backed by David S. Brown, started an opposition boat to Philadelphia, using the steamer "Kent" for the purpose, and the next year the "Sun" was added. Ex-Mayor William H. Banks was captain of the "Kent," which was burned and the opposition ended.
PHILADELPHIA AND CAMDEN BRIDGE COMPANY. - A second effort was made to build a bridge across the Delaware River in 1869, and on the 9th of March in that year an act was passed by the Legislature of New Jersey, by which a company was incorporated and authorized to raise stock of two million dollars. The bridge was to be not less than thirty feet in width. On the 5th of March, 1872, the time allowed for beginning the bridge was extended two years and for completing four years. The time passed, the bridge was not even begun and the rights under the act were forfeited. The corporators named in the act were Joseph Pollock, Morton McMichael, Thomas Speakman, Alexander G. Cattell, Presly B. O’Neill, William Moore, Edward Bettle, Henry L. Bonsall, George S. Woodhull, Simon Cameron, P.C. Brinck, James Page, Henry M. Phillips, John C. Tatum, Hector Orr, Charles Cox, William A. Newell, Thomas Shaw, William Nicholson, Reynell Coates, James H. Orne, Edwin H. Fitler, W.H. Kern, Nathan Hillis, Robert E. Randall, Marmaduke B. Taylor and Sinnickson Chew.
THE CREEK FERRIES FERRIES AND BRIDGES. - When settlement began in this region the first road from the northern settlement was the King’s Highway, which crossed Pensaukin and Coopers Creeks near their heads, where they were fordable, and the settlements lower down were reached by boats floated down the stream or by bridle paths. As travel increased, more direct routes were demanded, and on the 1st of December, 1702, John Champion came before the court of Gloucester County and asked for a license to establish a ferry over Coopers Creek, which was granted. John Reading, who was then clerk, made the following entry concerning it: "John Champion makes great complaint of his great charge in setting people over Coopers Creek at his house, whereupon ye Grand Jury propose that in case ye said John Champion will find sufficient convenience to putt people over at all seasons, the said Champion may take for ferriage as follows, viz.: For two persons together, two pence per head; for one single person, three pence; and a man and a horse, five pence.
"To which ye Bench assents."It will be noticed no provision was made for carriages or wheeled vehicles of any kind, and it was not until 1736 that wagons, ox-carts, coaches and carriages are noticed in toll rates. This ferry was at the foot of School House Lane, and was probably the one which Humphrey Day kept in 1733. The location is now on the Barton firm, in Delaware township. Later, as Coopers’ Ferries became more extensively known as the great crossing place to Philadelphia, travel sought a still more direct route from Burlington, and Samuel Spicer, who lived lower down on Coopers Creek, established a ferry about 1736, where the Westfield and Camden turnpike comes to that creek. This "Spicer’s Ferry" comprised a flat-boat, which was drawn from shore to shore by ropes, and was large enough to transport a few horses or cattle. It was continued until 1764, when a bridge at the place was erected in its stead.
John Reading, on June 1, 1695, asked for a license for a ferry over Gloucester River* (Timber Creek), which was granted. In 1740 he also asked for a license for a ferry over Pensaukin Creek. It does not appear that either of these ferries were established. Over all the streams in Camden County, at places where there was much travel, roads were soon after made and bridges built.
The first account of a bridge within the limits of the county of Camden is contained in the court records of Gloucester County, under date of December, 1687, at which time Francis Collins (who then lived on the Kings Highway, near the place which later became Haddonfield) was engaged "to build a bridge.
over ye upper branch of Gloucester River" (Timber Creek), and at the same term "complaint was then made to the grand jury "for want of sufficient bridges in several places on ye part of road leading to Salem." This road was the Kings Highway, and the five several places were probably at Pensaukin, Coopers, Newton, Great and Little Timber Creeks, all within the bounds of Gloucester County at that time.
In June, 1696, the grand jury presented the necessity of making bridges on the road towards Egg Harbor, and John Hugg, Jr., Thos. Sharp and Thos. Gardiner were appointed to make the examination and build them. In September of the next year the grand jury presented "ye northerly branch of Gloucester River, and ye logge bridge in ye fork thereof" for repairs, which were ordered made by the court. In January, 1715, by act of Assembly, a Board of Free-holders was established and the road and bridges were placed under their care. On April 5, 1815, at a meeting of freeholders, Constantine Ward and Wm. Harrison were chosen managers to rebuild Timber Creek bridge, and "to make it in breadth from outside to outside eleven feet, the sleepers and campsills made of good white oake got in a proppre seat; and to jutt over as is necessary to Rayse ye Bridge on of each Syde."
In January, 1716, complaint was made to the Assembly that the bridge on Salem road over Gloucester River was in bad condition, that the expense to towns was great and asking that it be placed to the care and expense of the county, and an act was passed at the same session to that effect. The bridge mentioned in this act is the one which was ordered built by the freeholders in 1715, and this act legalized their action.
In 1733 a bridge over Timber Creek was repaired, as the minutes of the Board of Freeholders of the County of Gloucester, bearing date December 11, 1733, contain the following: "The justices and free-holders have appointed George Ward and Constantine Wood to be managers to repair Timber Creek Bridge, and also that fifty pounds shall be raised to defray the charge of the said repair."
On the 15th of January, 1739, the records of the Board of Freeholders contain the following: "Samuel Harrison and George Ward, who were at last meeting appointed managers to repair Great Timber Creek Bridge, on viewing ye said Bridge, find it not to be in condition to be repaired, but that it must be Rebuilt, and, therefore, the Board order that the sum of One hundred and Sixty Pounds be raised for ye Building ye said Bridge & for the Countys use, and that ye said sum be levied as follows," etc. In 1773 John Hinchman, Isaac Mickle, Joshua Lord and Joseph Hugg were appointed to repair the bridge and expended L 202 15s. 7d., which was more than it cost in 1739. This bridge was destroyed by the British forces October 21, 1777, preceding the battle of Red Bank; the account of its rebuilding is not obtained.
On the 27th of February, 1796, an act of Assembly was passed authorizing the inhabitants of Deptford and Gloucester to rebuild and keep in repair the upper bridge over Great Timber Creek, and to be under the care of overseers of highways, who were to construct it so as to afford passage for all boats or vessels as have occasion to pass up the stream.
A truss bridge was built over Great Timber Creek in 1828, and February 28th, in that year, an act was passed regulating travel over it.
On the 28th of June, 1766, an act was granted by the Assembly for building a bridge over the north branch of Great Timber Creek, at Abraham Roe’s Landing. December 6, 1769, an act was passed to constitute Great Timber Creek a lawful fence, and to build a bridge over the creek from lands of Samuel Clement (deceased) to lands of George Marple (deceased). It was at this place the troops of Count Donop, the morning of October 22, 1777, passed over on their way to Red Bank, by reason of the destruction by the American troops of the lower bridge.
By an act of Assembly December 7, 1763, which provided for the laying out of a road from Timber Creek over Newton Creek, near its mouth to Coopers’ Ferries, authority was granted to erect a toll bridge over Newton Creek. It was soon after erected, and June 24, 1767, the county of Gloucester conveyed the bridge and its rights to William Garrard, and his heirs and assigns, with power to build a house within the bounds of the road, for more convenience in receiving toll.**
In 1813 the freeholders of the county were authorized to purchase the bridge; the act was amended in 1815 and the bridge soon after purchased, since which time it has been free.
The first bridge over Coopers Creek was undoubtedly constructed on the Kings Highway, near Haddonfield, under action of the grand jury on the complaint made to them, in 1687, of lack of sufficient bridges on that road. In 1769 Jacob Clement was employed by the township of Newton to repair this bridge. The present stone bridge was erected in 1845.
On the 28th of November, 1760, an act of Legislature was passed authorizing the laying out of a more direct road to Burlington, and the erection of a bridge over Coopers Creek "at the place commonly called Spicers Ferry, of sufficient height above high water to allow such boats as usually ply the creek to pass under loaded or unloaded without their masts." The act appointed as commissioners to attend to its erection William Foster, Joshua Bispham, Esquires, Edmund Hollinshead, John Atkinson, John Hoskins, Joseph Morgan, John Lippincott, John Cox, Daniel Cooper and Benjamin Cooper, Jr. The act also provided that the owners of the ferries should pay twenty per cent. of the amount needed, that voluntary subscription should be received for six months. The people residing between the Salem road and the Delaware River, in Waterford township, and upon Coopers Ferries should pay by tax sixteen per cent. of the amount required, after which the balance of the amount was to be assessed upon Burlington County, except the townships of Egg Harbor and Nottingham. The road was straightened, and in 1762 the bridge was completed. It was kept in repair, and in 1833 was rebuilt as a truss bridge.
On January 19, 1748, an act was passed allowing the inhabitants to build a bridge over Pensaukin Creek, probably on what is now the Westfield and Camden turnpike, but it was not then built. A bridge was probably erected there, not far from 1764, when the Spicer Bridge was erected, but no account of it has been obtained. The bridge over the Pensaukin on the river road was erected in 1883.
On the 7th of March, 1850, the Board of Freeholders of Camden County were authorized to erect the bridge known as the Browning Bridge. It seems not to have been built at the time, as an act passed the Legislature, January 25, 1855, authorizing the erection of a bridge at the same place, where was "a new road recently laid out," to connect the Moorestown and the Haddonfield and Camden turnpikes. The bridge was built soon after.
The State Street Bridge, in Camden, was built in 1850, under an act passed March 6th in that year, which required that the bridge should be provided with a draw forty feet long.
NAVIGATION OF COOPERS CREEK. - This creek, like other streams, was used as a highway in the early settlement, and as early as 1749 boats and flats were deemed of sufficient importance to render them liable for taxation, and from that year they were taxed. Boats loaded with produce from the various landings along the stream were floated down to the town of Philadelphia and loaded with merchandise for return trip. That vessels of considerable size were in use with masts before 1751 is evident, as the act of Legislature passed October 23d in that year provided for a draw or swinging bridge. It was not built at the time, and an act having the same purpose, passed November 28, 1760, provided that a bridge at Spicers Ferry be built high enough to allow all boats that usually ply the stream to pass under. Boats were built at all landings up the stream as high as Oxfords Landing, having capacity of forty-five tons and less. In later years the landings along the creek, from Jonathan Atmores Landing which was the head of navigation, were those of Benjamin B. Cooper, Philip Stoy, Josiah E. Cole, Jacob Troth, John Tanzey and Champions to Spieers Bridge. About 1837 Josiah Cole built at Coles landing the "Caroline," a vessel of forty-five tons burden, which in 1839 was sent by him, in charge of his son, Jacob Stokes Cole, to Port Clinton, on the Schuylkill, for a load of coal; forty tons were purchased and brought to the landing. It was the first coal brought to the place in quantity and retailed at seven dollars per ton.
Many of the vessels built on the stream were later, when rendered useless, sunk at or near the landings, and used to extend the wharves, and their hulks are still to be seen at the old landings along the stream. Coopers Creek at present is navigable only for flat-boats and vessels of light draft.
SHIP-BUILDING. - Gabriel Thomas, in his "History of West Jersey," speaks of a ship having been built upon Gloucester River (Timber Creek) for Governor Cox, and his language is such as to indicate that this was a sea-going vessel of a size that must have been turned out from a principal yard of the old country. It is a natural supposition, therefore, that the first English settlers, who numbered several shipwrights, built other large craft, for they would not have gone to the expense of providing the costly appurtenances of ship-building merely to send out one vessel; but to Thomas alone can we turn for any record of their work, and he took note of nothing but the craft constructed for the Governor. After the founding of Philadelphia, with its superior advantages of population, skilled industry and capital, the business inevitably passed over to that side of the river, where Jersey artisans, in this special line, went to find employment. It is within the past quarter of a century that ship-building has originated in Camden, but it now contains yards that are putting afloat vessels which are a credit to their designers and builders.
Sloops and vessels of from twenty to forty-five tons burden were in use on Coopers Creek long before 1800, but they were probably built in Philadelphia, and in later years, from 1800 to 1840, were built at the mouth of the creek and on the creek as far up as Coles Landing. The "Lady Adams," a sloop owned by Captain J.H. Dougherty, was reported in the American Record for 1882, as built at Coopers Point in 1828, by whom is not known.
Burton & Davis were the earliest ship-builders at Coopers Point of whom anything definite is now known. They also had a marine railway. Their yard was near the Vine Street Ferry. Macy Mathis also had a ship-yard at the foot of York Street in 1852. In that year David Corson, with his brothers, Andrew and George, ship-builders at Millville, came to Camden and opened a yard that then extended nearly from Shackamaxon Ferry to the rolling-mill. He remained in the business until 1868, when he sold to Bartlett & Tilton. It later became D.S. Risley & Co., and is now carried on by S.W. Tilton. Joseph Taylor and his son David early began a ship-yard below the old McKeen mill, near the foot of Penn Street, where they also had a railway. Later David Taylor and a gentleman by the name of Brown started a ship-yard on the site of Morris & Mathis’ present yard. About 1855 Chalkley Mathis became interested with David Taylor and they continued until 1877, when they were succeeded by Morris & Mathis. Joseph Day and his son Benjamin also opened a yard for building and repairing vessels on the east end of Tilton’s present yard. The business passed through the following changes: Tice & Carter, Day, Carter & Day, Day & Carter, Carter & Peale, Shoes Chard & Chard. The latter, in 1855, sold to S.W. Tilton, who embraced it in his old yard.
In 1853 John Mattox began building vessels, and in time was a partner of D.S. Risley & Co. At Kaighns Point John Kaighn built small vessels.
In 1845 John R. Thompson established a ship-yard on the river-front above Kaighns Point, and for a time did an extensive business in the construction of wooden vessels, launching as many as seven in a season, ranging in size from sixty to three hundred tons; and during the ten years of its existence over forty vessels were built in the sloops, schooners, barques and tarns. The proprietor was an enterprising man and active in the municipal affairs of Camden. He was chosen president of the City Council in 1863, which honor was repeated in 1864 by a unanimous vote. He was born near Stoys Landing, on Coopers Creek, in Waterford (now Delaware) township, in 1816, and came to Camden in 1836.
Tilton’s ship-yard comprises four acres of ground, bounded by Front, Point and Erie Streets, Coopers Point, and is the senior establishment of the kind in continuous existence in the city. It was begun by Corson & Co., from whom it was purchased, in 1860, by Samuel W. Tilton, who much enlarged it, adding two marine railways to the single one with which it was furnished when he took possession. A vessel of thirteen hundred tons burden can be constructed in these yards, and several of that size have been sent out from them. Mr. Tilton builds mainly for the coasting trade, with which he has extensive connections along the Atlantic seaboard. The usual force of employees is about one hundred.
One of the principal ship-building firms in Camden is that of Morris & Mathis, whose yards are at the corner of Point and Erie Streets, Coopers Point. The business was begun in 1855 by Taylor & Mathis, who sold out in 1877 to Joseph J. Morris and J.S. Mathis. The yards and houses cover three acres of ground, and are fully equipped for the construction of sailing vessels of any size from a sloop up to a ship of one thousand tons. Most of the work of the firm has been done in coasters, and they have quite recently built a three-masted schooner of seven hundred and fifty tons, a type of craft in the construction of which they have been very successful, and have also repaired the ferry-boat "Shackamaxon" for the Vine Street Ferry. They employ from seventy-five to one hundred workmen, and the pay-roll averages fifteen hundred dollars weekly.
B.G. Hillman & Co. established a shipyard in 1880 at Coopers Point, between Front and Second Street. They build tugs, as well as wooden vessels, for the river and coastwise trade, and employ a numerous force of workmen. They constructed for Warner & Merritt, to be used in the fruit trade, the steamer "Ethel," which the Haytien government bought and turned into a gunboat, and which has since figured conspicuously in the almost unceasing revolutions and civil wars of the Black Republic.
J. Vanaman & Brother have their shipyard on Delaware Avenue above Arch Street. The business was established in 1880 by John L. Vanaman, his brother Joseph H. Vanaman, and Mr. Burton, as the firm of Vanaman & Burton.
In 1882 Mr. Burton withdrew from the firm and David Vanaman, the father of the Vanaman brothers, became associated with them under the name of D. Vanaman & Sons. In March, 1884, the business came into the hands of the brothers by the withdrawal of the father, since which time the business has been conducted under the present name, Vanaman & Brother. The yard has one hundred feet front by six hundred feet deep to the riparian line. The dry dock is one hundred and fifteen feet long by thirty feet wide. With ample appliances, the yard is fitted for the construction and repair of the various kind of vessels for river and coast trade. Thirty workmen are employed.
Joseph Burk’s ship-yard is at the foot of Cooper Street and it has been in operation since 1880, when it was started by the present proprietor. The yard occupies an area of one hundred and sixty by five hundred feet, and extends to low water mark. The docks are convenient, and the yard is equipped with the necessary appliances for building and repairing vessels engaged in the river and coasting trade. Forty workmen are employed.
DIALOGUE’S SHIP-YARDS. - John H. Dialogue, the proprietor of the extensive shipyards in South Camden, began business in the city of Camden in 1850, at Second Street and Bridge Avenue, on the premises previously occupied by J.W. & John F. Starr. He was first engaged in doing general repair work of locomotives for the Camden and Amboy Railroad Company, also the steamers of the Camden and Philadelphia and West Jersey Ferry Companies. At that time the railroad company had their shops at Bordentown, and Mr. Dialogue did the work at this end of the line, thus giving employment to about one hundred men. In 1854 he moved to the southwest corner of Second and Stevens Streets, having purchased the foundry then owned by Elias Kaighn at that point, to which he made large additions, and then continued to do general machine-work and the repairing of river steamers. Additions were made to the works, a large supply of new machinery was obtained, and in 1856 the construction of the celebrated Corliss stationary engines was begun by Mr. Dialogue under a license from the inventor, George H. Corliss, of Providence, Rhode Island. In 1858 he began the erection of the present large works at Kaighns Point, and after their completion, in 1859, removed to them, and, with enlarged facilities, continued the manufacture of Corliss engines and did some marine work. In 1870 the name of the establishment was changed to the River Iron Works, with Dialogue & Wood as proprietors, who then engaged in the iron ship-building business. In 1871 the United States steamship "Colfax" was built at these works. This was one of the first iron vessels which the Revenue Marine Department of the government had ordered. The same year Mr. Dialogue constructed for the United States Coast Survey the iron steamer "Hassler," with a compound surface condensing engine, which was used for the purpose of taking Professor Louis Agassiz, the great American naturalist, on his South American Scientific Expedition, and from thence to San Francisco, where the vessel is now in service. In 1873 he built the large iron double-engine steamer for the city of Philadelphia, styled "No. 3," used for breaking the ice on the Delaware. It was then the most powerful steamboat that had been built on the Delaware River. Continuing the construction of large and small river craft both of wood and iron, in 1874 he built the first compound-engine tug-boat, named the "George W. Childs," that ever was successfully used on the Delaware, and then added the building of compound engines at his works as a leading branch of his business. In 1876 Mr. Dialogue received the contract from the government to reconstruct the United States frigate "Constitution," familiar to the annals of American history, and in 1884 built the United States steamer "Madrono" for the Light-House Board, for service at San Francisco. In the mean time he built a number of smaller vessels, mostly of iron, for Mexico, South America and various cities of the Union. His build of vessels may be seen in the harbors of Galveston, New Orleans, Mobile, Pensacola, Charleston, Baltimore, Philadelphia, New York, Boston and Portland.
The number of men employed at these works varies from two hundred to eight hundred. The entire area of the ship-yards is thirty-four acres, with two thousand feet of river-front and twenty-eight feet depth of water at the wharf. The large business here done required the erection of costly buildings, wharfing and filling in of the river-front, together with the outlay of many thousands of dollars in the purchase of machinery. The various departments are the main building, used as the engine machine shop and boiler works, four hundred and fifty feet in length; the foundry, eighty-four by one hundred feet; the steam forge, one hundred by sixty feet; the iron ship yard shop, two hundred and sixty by fifty feet (destroyed by the cyclone in 1885 and the same year rebuilt); the joiner shop, sixty by forty-five feet, and two stories high; pattern shop, sixty by thirty-five feet, and two stories high; the mould loft building, one hundred and sixty by forty feet, and two stories high; and the office, forty feet square.
John H. Dialogue, the originator and proprietor of so valuable an industry to the city of Camden, was born in Philadelphia May 13, 1828, and is of French-German ancestry. His father, Adam Dialogue, was the inventor and first manufacturer of the leather-riveted hose used for extinguishing fires. He had his factory in North Street, between Fifth and Sixth, Philadelphia, and there did a flourishing business until his death, in 1840, when it was continued by a brother. The son, John H. Dialogue, who lost his mother when he was eight years old and his father when but twelve, lived afterward with his uncle. He attended the Central High School of Philadelphia, then held in a building on the site of John Wanamaker’s large store on Market Street, under the principal-ship of the learned educator, Alexander Dallas Bache, and was graduated in 1846, after pursuing a four years’ course. Having then obtained a good education, he learned the trade of a machinist with his uncle. During the spare hours of the evening he educated himself as a draughtsman, and in 1850, when but twenty-two years old, moved to Camden and then began his prosperous business career. Mr. Dialogue is a gentleman of plain and unassuming manners, and social in his relations with his fellow-men, and careful and thorough in his business relation. He won his success by his own inherent energy, close application and undaunted perseverance. Being a ship-builder and the proprietor of one of the four largest ship-building establishments in America engaged in the construction of iron ships, and the only one in the State of New Jersey, he has made the subject of American commerce and our ship-building interests a careful study. He has broad and liberal views on national questions, is opposed to free ships and free trade, but persistent in advocating the American policy of protection, and at this time, when foreign powers are largely in possession of the carrying trade, is firm in the opposition to the free ship policy of some of our American statesmen.
During his long residence in Camden, Mr. Dialogue has always manifested a great interest in the growth and development of the city and has frequently been elected to official positions. In 1875 he was elected a member of the Board of Education from the Sixth Ward of Camden, and was twice reelected, serving three consecutive terms of two years each. While a member of that body he showed great practical forethought by advocating the erection of two-story buildings for school purposes instead of higher ones, and was chairman of a committee while superintending the erection of three such buildings. In 1878, while yet a member of the Board of Education, he was elected to the City Council, was re-elected in 1881 and 1884, and, during the year 1883, was president of that body. In every position he thus filled he has been an energetic advocate of all laudable and economical measures.
In politics he is a Democrat, and in 1880 was chosen by the Democratic party one of the electors-at-large on the Hancock and English Presidential ticket, and at the meeting in Trenton he was chosen president of the Electoral College. In 1881 he was nominated as the Democratic candidate for State Senator for the Camden County District, which, though largely Republican, gave him an encouraging vote. Mr. Dialogue was married, in the year 1850, to Mary Easby, of Philadelphia, who died in 1882. He has one son - John H. - engaged with his father in business, and three daughters - Adelaide, Stella and Lillie.
PORT OF CAMDEN. - The Port of Camden was established in 1834 and was attached to the Bridgeton Collection District, with a surveyor residing at Camden. Morris Croxall, the lawyer, and afterwards prosecutor of the pleas, was the first surveyor, and had his office on Arch Street, above Second. He held the position but a year, when he was succeeded by Isaac Bullock, the noted schoolteacher, who filled a term of four years, when Morris Croxall was again appointed and acted for two years. Philip J. Grey, the journalist, was made surveyor under President Harrison, attending to the duties in the office of his paper, the West Jerseyman, but only for two years, when he was succeeded by Charles S. Garrett, afterwards sheriff. He was a harness-maker and the surveyor’s office was at his store, on Federal Street, below Second.
Philip S. Grey was again made surveyor of the port, under President Taylor, for four years, Isaac W. Mickle, the Mexican War veteran, being his successor, and the office, for a portion of his five years’ service, was in the Camden Democrat office. Thomas B. Atkinson, the builder, who was afterwards mayor, was appointed in 1858, and held the office until Sylvester Birdsell was appointed, in 1861, by President Lincoln, and located the office at Fourth and Walnut Streets.
In 1867 Camden was taken from the Bridgeton District and attached to the Philadelphia District, with Philip J. Grey as assistant collector. He held the position until his death, in 1873, when William P. Robeson, brother of Hon. George M. Robeson, then Secretary of the Navy, was appointed, and, upon his death, in 1881, David S. Heyl succeeded. Hon. George D. Borton, the present incumbent, received his commission in 1886. The office, for many years, has been at 211 1/2 Market Street.
These have been surveyors of the port,
1884. Morris Croxall.
1849. Philip J. Grey.
1885. Isaac Bullock.
1853. Isaac W. Mickle.
1839. Morris Croxall.
1858. T.B. Atkinson.
1841. Philip J. Grey.
1881. Sylv. Birdsell.
1848. Chas. S. Garrett.
ASSISTANT COLLECTORS.
1867. Philip J. Grey.
1881. David S. Heyl.
1875. W.B. Robeson.
1886. Geo. B. Borton.
The last two incumbents are the only survivors.
* The proprietaries of Gloucester, at a meeting held June 12, 1687, passed a resolution of which Section 14 declares "That the creek heretofore and commonly called by the name of Timber Creek, be and is hereby nominated and is henceforth to be called by the name of Gloucester River."
** Garrand was keeping a ferry at some place within the limits of Gloucester County in 1738, as in that year he was taxed on A ferry seven shillings. Tatems, Taylors And Medcalfe Ferries were also taxed in that year. Medcalfs Ferry was at Gloucester, and it is probable that the others were then keeping the Cooper Ferries, as the names of the Coopers do not appear in the list.
SOURCE: Page(s) 360-385, History of Camden County, New Jersey, by George R. Prowell, L.J. Richards & Co. 1886
Published 2010 by the Camden County Genealogy Project